Carburetor



(No Model.) 3 Sheets-Sheet 1. G. HARGREAVES, J. P.,SORANTON 8v E. W. PORTER.

GARBURBTGR.

190.459,579. Patented Sept. 15,1891.

(No Model.) 3 Sheets-Sheet 2. G. HARGRAEAVES, J. P. SCRANTON-& E. W. PORTER.

. GARBURETOR.

NO 459,579.' Patented Se 1;. 15,1891.

' i j I i4 h E i Edu/ann l/.Porl'er gary@ Ha/rrf/a//w W Atty,

(No Model.) 3 Sheets-Sheet 3.

G. HARGREAVES, J. P. SORANTON 8u E. W. PORTER.

GARBURETOR. v

UNTTRD STATES PATENT OFFICE.

GEORGE HARGREAVES, JAMES P. SCRANTON, AND ED\VARDS IV. PORTER,v OE DETROIT, MICHIGAN.

CARBURETOR.

SPECIFICATION forming part of Letters Patent No. 459,579, dated September 15, 1891 Application tiled December 18, 1890. Serial No. 375,151. (No model.)

j air; and the object of the invention is to produce carbureted air in which the proportion of hydrocarbon is so nicely adjusted to the amount of air used that the vapor produced is neither so heavily carbureted as to smoke in burning or so lightly as not to produce a pure White flame.

Furthermore, it is the object of our invention to automatically regulate the quantity of vapor produced to the amount consumed. Thus if one burner is in use the machine produces vapor sufficient for one burner only.

If ten burners are lighted, the proportion of vapor is increased to supply them all, while if all lights are turned out no vapor is produced. Thus up toa certain limit the apparatus is intended to automatically adjust itself to furnish the requisite amount of vapor.

Our improved apparatus comprises an airpump for forcing the air, a feeding device for supplying oil in regulated quantities to the carburetor, and a carburetor in which the vapor is formed, the parts being so constructed, arranged, and combined that the operation of the air-pump is directly controlled by the quantity of vapor consumed in burning, that the feeding device is directly controlled by the operation of the airpu1np, and that the feed device has proper adjustments for regu,- lating the quantity of oil necessary to carburet a certain quantity of air.

In the drawings, Figure lis a diagram side elevation, partly in section, of my apparatus complete. Fig. 2 is a cross-section through the air-pump. Fig. 3 is an enlarged sectional elevation of the motor and feeding device. Fig. 4 is a diagram front elevation of the machine, and Fig. 5 is a detail of one of the camwheels for controlling the feed-valves. Fig.

6 is a detail perspective view of the feedpumps. Fig. 7 is a detail sectional elevation of the force and feed pumps, and Fig. 8 is a detail perspective view of the double crank.

A is al1 oil-tank, which is preferably placed outside the building below the ground.

B is an air-pump for furnishing the air to the carburetor C, and D is a motor device therefor.

E is a feeding device or pump for regulating the supply of oil to the carburetor, and F are mechanically-controlled valves in the discharge and supply connections of the pump.

The air-pump B may be of any construction which will give a uniform pressure of air. l/V preferably use the construction shown in the drawings, of which a is a cylindrical casing partly filled with Water. b is a shaft passing centrally through said casing and carrying the buckets c, one end of said shaft passing through the stuffing-boxes d and out of the casing, the other being suitably journaled to the opposite head of the cylinder.

e is an exit-pipe centrally leading out from the casing' opposite the shaft b, and f is an inlet-aperture at the top of the casing, the parts being similar in construction to the well-known gas-meter, but so arranged as to -force air by the rotation of the shaft b (and consequent depression of the buckets into the water) through the exit-pipe e. The motor device D may also be of any kind which will drive the pump against a certain fixed resistance or air-pressure only. v

In the drawings,g is a Winding-drum journaled in linewith the shaft h of the air-pump, the projecting end of said shaft forming one of the bearings for one end of the drum. A hand-Wheel h is fast upon the shaft b and engages With the adjacent end of the drum through -the medium of a pawl-andratchet device h2 and h3, respectively, all so arranged that the revolution of the drum will transmit motion to the shaft of the air-pump. The shaft t' of the drum projects beyond its bearing and vis provided with a winding-crank '7' and gear-wheel K.

7e is a cord or wire cable Wound upon the drum, one end of which, after passing over suitable pulleys 7e', i's attached to the weight D. By using a suficientnumber of pulleys and heavy enough weight a single winding will store power to last for several days.

The carburetor is constructed as follows: l/Vithin the casing I place a series of conical disks m, one above the other and having their apices alternately turned up and down. Each disk has a series of perforations at or near the lowest point of its surface, all so arranged that the oil which is introduced through the pipe G into the top of the carburetor will run down` the inclined surfaces of the disks m, dropping through the perforations n, which are alternately at the base or apex of each plate, onto the plate immediately below. At the same time the air which is admitted through the air-pipe H into the bottom of the carburetor in passing up in contact with the surfaces of the disks mand through the perforations n is .brought into such intimate relation withthe oil that the latter is completely absorbed before it reaches the bottom of the carburetor.

I is a gas-pipe leading out from the top of the casing.

E is a pump, preferably consisting of two single-acting pump-cylinders, each having a pitman' o pivotally connected atits lower end to the plunger o and at its upper end to the double crank J, which is adjustably secured on the lgear J2, mounted on the endof a shaft J', journaled in suitable bearings L3 to the frameof the machine underneath the shaft t'.

J2 is a gear-wheel upon the shaft J', meshing with the gear-wheel K, sleeved Vupon thel shaft t' and adapted to be driven by the same through the medium of the ratchet-wheel K', secured to said shaft and pawl K2 upon the gear-wheel K.

The double 4crank J is formed of the plate J 3, adj ustably secured tothe face of the gearwheel J2 by means of the adjusting-screw J4, located on the opposite side of the wheel J2, engaging with the lug J5 on the rear side of the plate J3, said lug passing through the slot JG in the gear-wheel J2.

J7 is acrank-pin secured. to the plate J3, and J8 is a slotted arm secured to the said pin, carrying the adjustable crank-pi-n J9, all so arranged that by the means described the length of the cranks can be adjusted to insure greater accuracy in such adjustment. The plate J3 and arm `J8 are each provided with a scalemarking by which they may be set equidistant from the center of the shaft.

L are cam-Wheels adjustably secured to the shaft J' by means of the set-screw L'. Each of these wheels is provided with v a camiiange L2, extending a little less than half-way around its periphery.V

F are valves operated by the cams L, two of said valves forming the admission-valves and the other two the discharge-valves of the vpump-cylinder, allowing the oil from the pumps to pass into the carburetor. IVe preferably use the so-called needle-valves and arrange them in a common casing M, containing the chambers IN and M2, connected with the pipes A'and G, leading, respectively, to the oil-tank A and carburetor C.

N are stems of the valves F, preferably made adjustable as to length by means of the coupling N' and set-screws N2. Their upper ends are provided with anti-friction rollers N2, adapted to engage with the cam-anges L2.-

N4 is a guide for each of the valve-stems N,- and N5 are springs sleeved upon the valvestems and adapted to hold the valves to their seats except when lifted by the cams L.

M3 and M4 are induction and eduction pipes connecting the chambers M' and M2,respectively, with the pump-cylinders E whenever their valves F are open.

O is a supplementary air-pump for com` pressing air in the tank A above the oil to elevate the latter to the chamber M. O' is a pitman connecting ythe plunger of said pump wit-h the crank l.7',which is preferably sleeved upon the shaft t', having the ratchet-andpawl connection therewith, admitting of its being turned one way without moving theshaft t. The pitman O' is made in two parts, having a slipfcoupling O2, which may be .tightened by the set-screw O2, thus making a dissoluble driving connection between the motor Eand the pump O.

In practice the .apparatus ,is intended to operate as follows: The motor is wound up by turn/ing the crank j, which at the same time by its connection with the supplementary airpump O compresses the air isn the tank A above the oil sufciently to force the same through the pipe A' to thefchamberM'. If the requisite air-pressure, as indicated by the gage A2, is ,reached before the .motor-is completely wound, an escape-valve A4wil1 allow theescapeof air; or the operatoranay -unloosen the connection vO2and thus allow thepitman O' to slide loosely in its socket without workingthe pump. When the motor-is wound, the machine isready for operation; but if ino escape for vapor is afforded the pump stops when a certain pressure is reached, and this pressure 4can be regula-ted by increasingvor diminishing the weight. As soon, however, as one or more of the gas-jets P are opened and the pressure thereby relieved, the lmotor will begin to operate, and by actuating lthe air vand feed pumps will force air into 'the bottom of the .carburetor and oil in the top, which in running down over the disks m is completely absorbed by the vair lbefore .reaching the bottom and producescarbureted air in the rusual manner. Thus the operation yof the apparatus is automatically controlled bythe pressure of the vapor. It will be seen that the office of the feed-p umps Eand the mechanically-controlled valves isfnot to forceoil into the carburetor, (which might readily lbe accomplished by the pressureof the airabove the tank A,`) but to so vcontrol the flowof oil that a measured quantity is allowed to pass into the carburetor for a certain volumeof air; and to this end the cams L are so set that the admission-valves are always closed IOO IIO

before the discharge-valves are opened, and to vary the proportions of oil to the air the stroke of the pump E is made adjustable by lengthening or shortening the cranks. The object of our mechanically-controlled valves is to insure their positive action, no matter howslow the operation of the pump is, and thus the quantity of oil fed into the carburetor (after the adjustment is once made) never varies. By employing the two pumps we acquire a more rapid distribution of the oil, and the use of the two valves in the respective chambers M M is to prevent backpressure, the pumps being single acting. Tere the oil to be supplied directly from the tank to the carburetor, the supply would be too great; but by the use of the feed-pumps and the valve mechanism the supply is regulated according to the consumption of gas. By maintaining a fixed pressure on the oil within the tank we prevent the separation of the lighter from the heavier products. Thus the last drop is just the same in quality as the first.

In conclusion, the advantages of our construction may be briefly summed up as follows: first, that the machine is perfectly automatic in its operation; second, that the gas is only made as needed for consumption and is not stored in a gasometer at the risk of deterioration in quality; third, the quality of the vapor may always be maintained uniform, neither being too heavily nor too lightly carbureted; fourth, all the oil or hydrocarbon may be used, as no separation of the lighter from the heavier product-s can take place, as is the common difculty in other machines where a residuum is left which is of no value.

What we claim as our invention is l. In apparatus for carbureting air, the combination, with an oil-tank and carburetor, of an air pump and motor, connections whereby the same are automatically controlled in their operation by the pressure of the air, a feed device driven through a suitable connection by the air-pump, connections between the tank, carburetor, and feeding device, valves for said feed device, and connections between the valves and the air-pump for controlling the valves, substantially as described.

2. In apparatus for carb u retin g air, the combination, with -the oil-tank, of an air pump and motor, means for automatically controlling the pressure of the air, the carburetor into which the air is delivered from the airpump, a feed-pipe connected to said carburetor to feed oil into it, a valve in said feedpipe adapted to control the delivery of oil into said carburetor, and mechanical means for controlling the feed-valves, substantially as described.

3. In apparatus for carbureting air, the combination, with the oiltank, of an air pump andmotor, means whereby the same is alitomatically controlled by the pressure of the air in the carburetor, a carburetor into which the air is delivered by said air-pump, a feedpump for feeding-'oil into said carburetor, feed-valves, mechanical connection between the air-compressor and valves for controlling K the valves, and pipe connections between the i oil-tank, carburetor, andA feed-pu mp, substantially as described.

et. In a carburetor, the combinationgvith the carbureting-chamber and oil-tank, of an air-pump, a motor, means for automatically A controlling the pump and motor by the airpressure in the carbureting-chamber, two s1ngle-acting pumps for feeding oil into the carbureting-chamber, inlet and outlet valves .for the pumps, mechanical means for controlling the valves and connecting the same with the air-pump, and pipes connecting the pumps, tank, and carburetor-chamber, substantially as described.

5. In apparatus for carbureting air, the combination, with the air pump and motor, connections whereby the same are automatically controlled by the pressure of air in the carburetor, a carburetor into which air 1s delivered from said air-pump, two single-acting feed-pumps for feeding oil alternately into said carburetor and provided with valves, mechanical connections with the valves and air-pump, an oil-reservoir connected to the feed-pumps, a supplementary air-pump oo nnected tothe top of said reservoir, and a dissoluble drive connection between said pump and the winding mechanism of the motor, substantially as described.

G. In apparatus for carbureting air, the combination of an air-pump and actuatlngmotor, connections whereby the same is automatically controlled by the pressure of the air in the carburetor, a carburetor from which thev carbureted air is directly supplied to the burners, an oil-feeding device consisting of a suitable pump actuated by the motor under the control of the air-pump, inlet and outlet connections from said pump communieating, respectively, with a supply-tank and with the carburetor, induction and eduction valves in said pump, connections also actuated by the motor under the control of the air-pump, and a supply-tank from which the oil is automatically supplied to the feedpump by compressed air on top of the oil in the supply-tank, substantially as described.

7. In apparatus for carbureting air, the combination, with a carburetor, of compressed air and oil feeding devices connecting into the bottom and top of said carburetor, re spectively, of a motor adapted to intermittently operate said device under the control of the pressure of air in the carburetor, and a supply-tank for .such feeding device in which the oil is maintained under an airpressure by an independent air-compressing device, an oil-tank, and pipes connecting the several parts, substantially as described.

S. In apparatus for carbureting air, the combination, with the carburetor and an oiltank, of the rotary air-compressor and its moating the pumps and with cams for actuating the valves of said pumps, and a-supply-tank provided With an independent air-compressor for forcing air into the'top of the tank, all arranged to operate substantially/as described.

In testimony whereof I affix my signature in presence of tWo Witnesses.

GEORGE HARGREAVES. JAMES P. SCRANTON. EDWARDS W. PORTER.. Witnesses:

M. B. ODOGHERTY, P. M. HULBERT. 

